Vehicle weight controller



P 1, 1959 H. L. BONE 2,902,595

VEHICLE WEIGHT CON'TROLLER Filed March 9, 1955 4 Sheets-Sheet 1 INSULATION v INVENTOR.

jjerberzf L 30120 w. A- amt HIS ATTORNEY Sept. 1, 1959 H. L. BONE mucus WEIGHT CONTROLLER 4 Sheets-Sheet 2 Filed March 9, 1955 U I I" o INVENTOR. Herbert L. 150110 H119 ATTORN E'Y VEHICLE WEIGHT CONTROLLER Filed March 9, 1955 4 Sheets-Sheet 3 [0A0 n n n 9 {Q 9 2i 5 9 g 5 g Q I 0| is Q n i 3 INVENTOR. Herbert L. Bone BY wk. strut N \& HIS ATTORNEY 4 Sheets-Sheet 4 H. L. BONE VEHICLE WEIGHT CONTROLLER Sept. 1, 1959' Filed March 9, 1955 il///////// Y WM QM mm QM INVENTOR. He befi Bone ATTORJVE'Y Patented Sept. 1, 1959 VEHICLE WEIGHT CONTROLLER Application Mamh 9, 195-5, Serial No. 493,228

Claims. (Cl. 246-251) My invention relates to a vehicle weight responsive means, and particularly to means mounted in a slot formed in the intermediate portion of a railway rail and responsive to the deflection of the portion of the rail above the slot as car wheels pass over the slot.

' In certain forms of weight measuring devices previously used, deflection of the entire rail between two support points was measured and translated into weight readings. This arrangement has the disadvantages of requiring a very rigid support and rigid rail anchoring means. Other types of weight measuring devices which have been used require entire rail sections to be supported on scales or a portion of the railhead to be cut away to provide clearance for a weight responsive lever. The supporting of an entire rail section on scales requires an installation which is expensive to make and maintain and the cutting away of a portion of the head of a rail is objectionable due to the resulting break in the wheel rolling surface.

It is therefore an object or" my invention to provide a novel weight measuring device capable of operation under widely varying temperature conditions.

Another object of my invention is to provide a novel vehicle weight measuring device capable of low installation cost.

Another object of my invention is to provide a novel circuit controller that is capable of operation within a slot in the intermediate portion of a rail by the passage of car wheels over the portion of the rail above the slot and without exceeding the elastic limit of the railhead above the slot formed in the intermediate portion.

Another object of my invention is to provide a novel slotted beam capable of allowing appreciable weight responsive deflections under varying loads without exceeding its elastic limits of the beam.

Other objects, purposes and characteristic features of my invention will be in part obvious from the accompanying drawings and in part pointed out as the description of the invention progresses.

' In the following description the slotted member will be referred to as a rail having a head, a web and a basev However, it is to be understood that a rail is merely a particular type of beam member carrying a variable load.

My invention is therefore not to be restricted to a rail, but is applicable to any beam member having an upper portion, an intermediate (or central) portion, and a lowor portion.

In practicing my invention I provide a circuit controller associated with a slotted rail, the head, intermediate andbase portions (in the area of the slot which is located central of the length of the rail) being of the same thickness.v The remainder of the rail beyond the central portion is similar to a conventional type of rail having a head, a web and a base, with the head and web of standard size and shape and the base of a reduced width (see Figs. 5 and 6). Secured to the intermediate portion, of the rail is the circuit controller having a portion which extends into the rail slot and cooperates with the rail head so that deflection of the railhead toward the bottom of the slot will cause operation of the circuit controller contacts. The circuit controller may be used for any desired purpose such for example, as providing weight information for use in automatically controlling the braking action of a car in accordance with the weight of the car.

The provision of a circuit controller which can be mounted in a slot in the intermediate portion of the rail in the manner indicated, eliminates the need for special and expensive rail supports. The type of circuit controller disclosed is also capable of being operated through small railhead deflections, thus allowing the motion to be transmitted through a contact operating linkage in a manner to be described hereinafter.

In describing my invention in detail, reference will be made to the accompanying drawings in which corresponding parts are generally identified by corresponding reference characters and in which:

Fig. 1 is an elevational view of my novel weight responsive circuit controller mounted in place in a rail slot in accordance with my invention and with the sealing cover removed to better show the controller contacts.

Fig. 2 is a sectional view taken along line II--II of Fig. 1 for a better showing of the rail and circuit controller structures.

Fig. 3 is a sectional view along the line IlI-HI of Fig. 1 to better show the contact structure of my novel cirouit controller.

Fig. 4 is a front view of the movable contact member removed from the circuit controller to better show the support of the movable contacts.

Fig. 5 is a plan view of a special rail arranged to cooperate with the circuit controller and a protective ramp for the circuit controller.

Fig. 6 is an elevational view of the circuit controller secured in place on its special rail and protected by its protective ramp.

Fig. 7 is a cross sectional view of the special rail taken along the line VIlVlI of Fig. 6.

Fig. 8 is an enlarged view of a portion of Fig. 2 to show the details of the rail slot, stop member and circuit controller connections.

Fig. 9 is an elevational view of the stop member in position within the rail slot, while Fig. li) is a fragmentary plan view of the stop member.

In classification yards the need has arisen for a quick acting weight responsive circuit controller that will weigh a single wheel passing over a desired location without other wheel affecting the response. The need has arisen due to the use of automatic retarders in which it is necessary for initial retarder shoe pressure to be established according to the weight per wheel of a passing vehicle, hence, a lightly loaded vehicle would receive a low initial retarder pressure while a heavy vehicle would reecive a high initial retarder pressure.

Referring to the drawings the reference character 1 designates a special rail having a head 2, a web 3 and a base 4. Located within the rail 1 is a central section in which the head, web and base are substantially the same width. For this central rail section the head is designated generally as 2a, the web is designated generally as 3a and the base designated generally as 4a. The rail 1 is supported on ties 1a and tie plates 1b having upward projetcing opposing spaced apart shoulders 10 capable of receiving a standard width rail base. Located between the base 4a of the special section of rail 1 and the shouldens 1c of the tie plates 1b are spacer blocks 1d (Figs. 1 and 2) secured to the tie plates as by welding for aligning the special rail 1 along the tie plates 1b. The extreme ends of the rail 1 are provided with a rail web 3. of standard rail width for receiving fish plates 3b used to secure the special rail '1'to the adjoining rails 30 (Fig. -It can be seen that the spacer block 1d prevent lateral motion of the rail 1 while the fish plates 3b prevent tipping of the rail 1 upon any tendency for side displacement.

Secured to the ties In by the tie plate securing bolts leis a weight responsive means protector ramp 17 (Figs. 5 and 6) provided with an upwardly bowed central portion. The protector ramp 1] (at its upwardly bowed portion) is provided with downwardly projecting legs 1g resting against the spacer blocks 1d for holding the central portion of the ramp 1 well above the weight responsive means even though the ramp may be subjected to a severe impact.

Formed in the intermediate portion 3a of the rail 1 is an elongated opening or slot 5 which is suificiently close to the railhead portion 2a to provide an appreciable amount of railhead portion 2a deflection into the slot 5 upon the application of a load to the portion 2a above the slot. Inserted into the slot 5 is a stop memher 6. The stop member 6 (Figs. 1, 9 and 10) extends substantially the full length of the slot 5 and is secured in place with its lower surface firmly against the bottom of the slot 5. The upper surface of the stop member 6 is concave with the highest points in the concave surface being at the ends of the stop member 6 and of sufiicient height to contact the upper surface of the slot 5. The lowest point in the concave surface of stop member 6 is midway between the highest points and is spaced from the upper surface of the slot 5 (or the underside of the railhead 2a) a sutficient distance to allow an appreciable amount of railhead portion 2a deflection upon ,a passing railhead carried load without exceeding the fatigue limit of the railhead 2a.

The outboard side of the web 3a of the rail is formed with a recess 12 as illustrated in Figs. 3 and8. Secured within and extending outwardly from the recess 12 is a circuit controller generally designated as 13. The circuit controller 13 is provided with a case 14 having extended from each side thereof securing lugs 15 provided with openings 16 for receiving the securing bolts 10 (Fig. 3). Threaded onto the securing bolts 10 are nuts 17 having associated lock Washers 18 secured thereunder, which nuts when tightened hold a securing plate 8 on the inner side of the web and the case 14 of the circuit controller 13 in place. The case 14 is provided with rear, top, bottom and side walls and is enclosed by a removable front cover 19. The cover 19 is provided with sidewardly projecting lug members 20 (Fig. 3) which are provided with openings 21 for receiving the projecting free ends of the bolt members 10. Formed around the periphery of the interior of the cover 19 is a groove 22 having secured therein a gasket 23. Threaded onto the extended ends of the bolt members 10 are self-locking nuts .24 which, when threaded down against the lug member 20 of the cover 19, act to force the cover in place with the gasket 23 engaging along the peripheral outer edge of the case 14.

Located within the stop member 6 (Figs. 2, 8 and 9) in the area adjacent the rear Wall of the circuit controller 13 is a recess 25 terminating in a recess 26 formed in the top wall of the stop member. Inserted into the upper recess 26 is a resilient bushing 27 constructed of amaterial such as rubber. Inserted into a center opening 28 in the resilient bushing 27 is an operating pin 29 which is held firmly against the underside of the railhead 2 by the resiliency of the bushing 27. The operating pin 29 is provided with an insulating button 30 (constructed of a material such as nylon) in its lower end for engaging the actuating mechanism of the circuit controller to be described hereinafter.

It will be noted at this time that the stop member 6 (Figs. 8, 9 and 10) is provided with a groove 6a about the periphery of its upper surface, a gasket member 16b of'a waterproof compound being di posed within the recess for maintaining a weather-tight seal between the stop member and its associated rail 1. End seals 60 of a waterproofing compound are also provided for the ends of the stop member to seal the ends of the rail slot. An annular groove 6d is also provided in the face of the stop member about the opening of recess 25, a sealing gasket 6e being disposed within the groove 6d and abutting the back of case 14.

Supported within the case 14, on supporting members .31 secured to the case 14, is an insulating support block 32 (Figs. 2, 3 and 8). Secure to the insulating support block 32 are a plurality of fixed contact members 33 which are held in place by bolts ,34. Secured in place with each of the fixed contact members 33 is a contact adjustment support member 35. Each of the contact adjustment support members 35 is provided with an opening 36 for receiving an associated fixed contact securing bolt 34 which, in addition to securing a fixed contact 33, is used for securing the associated adjustment support 'block 35 in place. Passing through an opening 37 in each of the adjustment support members 35 and threaded into each of the nuts 37a is an adjusting screw 38 for positioning each fixed contact member 33 to the desired contact position.

Secured to the insulating support block 32 on the side opposite the fixed contact members 33 (Fig. 2) are two movable contact member support lugs 39. Pivotally secured to the movable contact support lugs 39 on a pivot point 40 is a movable contact support arm 41. The movable contact support arm 41 is provided with a rearwardly projecting actuating arm 42 which is maintained in firm engagement with the operating pin 29 and button 30 by a bias spring 43. The bias spring 43 is located between the movable contact support arm 41 and the insulating support block 32 and is retained in place on the insulating support block '32 by recess 32a and on the movable contact support arm 41 by a projection 41a.

Secured to the downwardly projecting movable contact support arm 41 are three movable contact members 44 which are positioned for electrical contact with the fixed contact members 33. Each of the fixed contact members has secured thereto, electrical conductors 33a, 33b and 330, respectively, while each of the movable contact members "is electrically secured to a common lead or conductor 44a and terminal post 44b.

It can be seen in Fig. 3 that the movable contacts engage the fixed contacts sequentially, the fixed contacts 33 being adjusted by their respective adjusting screw 38 so that the distance between each set of movable and fixed contacts is different. Thus, one, two or three sets of contacts will be closed in accordance with the weight of the Wheel passing over the railhead being deflected.

With the controller constructed and arranged in the manner described it will be obvious that each car wheel will cause the railhead to deflect as it passes over the slot 5, thus causing a narrowing of the slot. This movement is transmitted through the operating pin 29, insulating button 30, the rearwardly extending operating lever 42 and the movable contact support arm 41 to the movable contact members 44, causing the arm 41 to move about its pivot 40 and against .the bias spring 43 until one or more of the movable contact members 44 have made contact with one or more of the fixed contact member 33. Assuming that the wheel is on an empty car (approximately 20 tons) the wheel would exert a 5,000 pound load on-the rail. Accordingly, if it is desired to have one of the contacts close in response to a light weight or 20 ton car, this contact which is the left-hand contact in Fig. 3, would have to be adjusted by means of the associated adjusting screw 38 so that the asso ciated movable contact member would engage thenow adjusted fixed contact member 33 in response to the .resulting deflection of the railhead.

Similar operations would occur for medium weight cars approximately 40 tons total, 10,000 pounds :per wheel and-heavy cars over-60 tons total, 15,000 pounds per wheel by providing successive adjustments of the remaining contacts. Accordingly, the right-hand contact in Fig. 3 is adjusted to close for the medium weight cars, while the center contact is adjusted to close for the heavy cars. Obviously with such an adjustment of the three contacts, two of the contacts would close each time a wheel of the medium weight car passed over the slot and all three contacts would become closed each time a wheel of a heavy car passed over the slot.

Should the load of the passing vehicle greatly exceed the heavy load condition, the railhead 2 would engage the stop member 6 at the maximum allowable deflection point in the center of the stop member 6 thus avoiding any railhead or circuit controller damage.

It is to be understood that it is within the scope of my invention to vary the rail slot position shape and size to obtain the amount of railhead deflection desired.

Although I have herein shown and described only one form of rail slot and circuit controller embodying my invention, it is to be understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In a device of the class described, a rail comprising at each end a head, a web and a base, and a center section having an upper wheel bearing portion, an intermediate portion and a lower base portion, said upper, intermediate and lower portions being of approximately the same width to form a substantially rectangular rail section, said intermediate portion having an opening extending transversely through said intermediate portion from side to side and generally parallel to the wheel bearing surface of said upper portion, the opening being located nearer said upper portion than said lower base portion and having a long dimension disposed longitudinally of the rail, said upper portion above the opening deflecting downwardly into the opening and causing a narrowing of the opening an amount proportional to the weight of a load applied to said upper portion above the opening, and means located in the opening responsive to the amount of deflection of said upper portion into the opening and hence to the weight of the load.

2. In a device of the class described, a rail comprising an upper wheel bearing portion, an intermediate portion and a lower base portion, said upper, intermediate and lower portions being of approximately the same width to form a substantially rectangular rail in cross section, said intermediate portion having an opening extending transversely through said intermediate portion from side to side and generally parallel to the wheel bearing surface of said upper portion, the opening being located nearer said upper portion than said lower base portion and having a long dimension disposed longitudinally of the rail, said upper portion being deflected downwardly into the opening and causing a narrowing of the opening an amount proportional to the weight of a load applied to said upper portion above the opening, stop means located in said opening for preventing said upper portion from deflecting beyond its fatigue limit, means secured to said rail extending into said opening and responsive to displacement of said upper portion above said opening, said opening received means comprising an operating pin cooperating with a movable contact in response to displacement of said upper portion, at least one fixed contact positioned to cooperate with said movable contact for completing an electrical contact, and adjusting means for said fixed contact for positioning the fixed contact to be engaged by the movable contact upon a predetermined deflection of said upper portion into the opening.

3. In a device of the class described, a rail comprising at each end a head, a web and a base, and a center section having an upper wheel bearing portion, an intermediate portion and a lower base portion, said upper, intermediate and lower portions being of approximately the same width to form a substantially rectangular rail section, said intermediate portion having an opening extending transversely through said intermediate portion from side to said and generally parallel to the wheel bearing surface of said upper portion, the opening being located nearer said upper portion than said lower base portion and having a long dimension disposed longitudinally of the rail, said upper portion above the opening deflecting downwardly into the opening and causing a narrowing of the opening an amount proportional to the weight of a load applied to said upper portion above the opening, stop means located in the opening for preventing said upper portion from deflecting beyond its fatigue limit, said stop means extending substantially the full length of the opening and provided with a concave upper surface with the highest portions of the concave surface engaging the upper surface of the opening and the lowest portion of the concave surface being within the fatigue deflection limit of said upper portion, and means located within said opening responsive to the amount of deflection of said upper portion into the opening and hence to the weight of the load.

4. In a device of the class described, a rail comprising an upper wheel bearing portion, an intermediate portion and a lower base portion, said upper, intermediate and lower portions being of approximately the same width to form a substantially rectangular rail in cross section, said intermediate portion having an opening extending transversely through said intermediate portion from side to side and generally parallel to the wheel bearing surface of said upper portion, the opening being located nearer said upper portion than said lower base portion and having a long dimension disposed longitudinally of the rail, said upper portion being deflected downwardly into the opening and causing a narrowing of the opening an amount proportional to the weight of a load applied to said upper portion above the opening, stop means located in the opening for preventing said upper portion from deflecting beyonds its fatigue limit, said stop means extending substantially the full length of the opening and provided with a concave upper surface with the highest portions of the concave surface engaging the upper surface of the opening and the lowest portion of the concave surface being within the fatigue deflection limit of the upper portion, and circuit controller means located within said opening responsive to the amount of said upper portion deflection into the opening.

5. In a device of the class described, a rail comprising an upper wheel bearing portion, an intermediate portion and a lower base portion, said upper, intermediate and lower portions being of approximately the same width to form a substantially rectangular rail, said intermediate portion having an opening extending transversely through said intermediate portion from side to side and generally parallel to the wheel bearing surface of said upper portion, the opening being located nearer said upper portion than said lower base portion and having a long dimen sion disposed longitudinally of the rail, said upper portion being deflected downwardly into the opening and causing a narrowing of the opening an amount proportional to the weight of a load applied to said upper portion above the opening, a stop means provided with a concave upper surface and being of sufiicient length to extend substantially the length of the opening, said stop means contacting at its ends the upper and lower limits of the opening while being spaced at its center from said rail upper portion a distance within the fatigue deflection limits of said upper portion, and circuit controller means located within said opening responsive to the amount of said upper portion deflection into the opening.

(References on following page) References Cited in the file of this patent UNITED STATES PATENTS Anderson Oct. 29, 1901 Wilhelrni May 6, 1902 Comstock July 22, 1913 Ewart Dec. 2, 1919 Logan Oct. 5, 1943 Culver Feb. 13, 1951 8 FOREIGN PATENTS Germany June. 21, 1911 Germany July 8, 1911 Great Britain Jan. 15, 1903 

